The Longbridge site is one of Britain’s
largest car factories and has one of the most complex and fascinating histories.
Unlike the vast majority of Britain’s factories, Longbridge has survived many
turbulent years, experiencing many major successes and milestones, but is now
playing an increasingly significant and innovative role in the UK manufacturing
industry.
Before 1894, the original Longbridge site
was purely agricultural with only one house, called ‘The Wonders’, situated
in the area of today’s Car Assembly Building (CAB) 1.
On March 19,1894, building began of a
factory for a Birmingham printing company, White and Pike Ltd. The factory was
for a new venture - making and printing tin boxes. By around 1901, however, the
business was abandoned.
Herbert Austin’s youngest daughter, Zeta
Lambert, suggests that Austin and all three of the staff of the Austin Motor
Company explored the area around Birmingham on November 4, 1905 in his Wolseley
7.5 hp. With a picnic basket strapped to the car, they discovered the disused
but well located and modern White and Pike Printing Works. Declaring to himself
that it would be the perfect location for a vehicle factory, his staff moved in
later that week and Austin became its owner on January 22, 1906.
In February 1906, the first chassis was road
tested, going on to become the first complete car, a Austin Endcliffe 25/30 hp
Phaeton estate with four speed gear-box and chain drive rear axle, two months
later. A celebratory luncheon was held on April 26, to mark the occasion. In its
first year, Longbridge had produced 23 cars and by the end of 1907, 120.
Austin’s vision for his company was high
right from the start. Four 100 hp cars were developed for the 1908 French Grand
Prix. They featured 9.7 litre, six cylinder engines. Two of these became the
only British cars to finish the race in 15th and 16th
positions. Only one of these vehicles survived to become a star exhibit at the
Heritage Motor Centre, at Gaydon.
In 1914, the Austin company became publicly
listed for the first time. In the same year, the Great War broke out in August
and Longbridge converted its production from vehicles to war armaments. Eight
million shells, 650 guns, nearly 500 armoured cars, ambulances and pumping
equipment were all produced at the Longbridge plant throughout the First World
War years.
By 1917, the Longbridge site had trebled in
size. A new munitions plant as well as an aircraft flying ground were added.
During this busy time, civilian aircraft with folding wings, the Austin ‘Whippet’,
were produced. It had a choice of three or five cylinder Anzani radial
engines.
In recognition of Longbridge’s
contribution to the war effort, Herbert Austin was knighted in 1917.
In 1926, extensions to the factory brought
the plant size up to 62 acres. By this time, Longbridge had become a ‘self
contained’ manufacturing plant, with its own foundry, forge, press shops,
power station and paint plants, in addition to engine, bodyshell and final
assembly facilities. But even at this time, internal works transport at
Longbridge still used a number of wagons drawn by shire horses, accommodated in
the factory stables!
Prior to the massive expansion of the
factory in the late 1930’s, part of the spare land at Longbridge was utilised
as a farm. Longbridge built tractors were demonstrated to potential customers
alongside the Austin cars. These were also built under licence in France by
Societe Anonyne Austin in Lioncourt.
In 1930, weekly production at the Longbridge
plant reached a record 1,000 units and the workers required to produce each car
had been reduced from 55 to ten.
Four years later, there were 44 separate
models of Austin vehicles available, based on nine types of chassis. When
combined with colour and option choices, this gave a total of 333 distinct
permutations for customers to choose from.
In 1936 Sir Herbert Austin became Lord
Austin of Longbridge in recognition of his support for the Cavendish Laboratory,
Cambridge, where his friend, Lord Rutherford, succeeded in splitting the atom.
During this year, Lord Austin became Chairman of the Government shadow factory
scheme to build aircraft and aero engines.
By this time, Austin was seen as one of the
predominant British motor car manufacturers. Proving this, the company launched
new two and five tonne trucks, followed by new 8 hp,10 hp and 12hp models.
Barely had the new 12 hp been launched when
war was declared and once more Longbridge was converted to military production.
Some 36,000 ‘war effort’ vehicles from 8 hp utility estates to four wheel
drive military trucks and ambulances were built at Longbridge. 100,000
suspension and drive gear units for Churchill Tanks were developed, 2.5 million
ammunition boxes created, over 1.25 million piercing shells produced and around
half a million steel helmets manufactured.
Building of the first shadow factory (now
East Works) had commenced in Longbridge in 1936. The factory began with a
contract to produce 900 Fairey Battle aircraft over three years. By the end of
the war, Longbridge had produced nearly 3,000 aircraft including Hurricanes,
Stirling and Lancaster Bombers. Many of these were flown directly from the
flying ground on site, but the Stirling and Lancaster Bombers were taken to the
airfield at Elmdon for final assembly and ‘flying off’.
Following a daytime raid on Longbridge, Lord
Austin attended the funeral of those killed. While there, he caught double
pneumonia from which he never recovered. He died on May 23, 1941.
Leonard Lord became chairman and managing
director in November 1945 to lead the great post-war export drive. By 1946, the
millionth Longbridge car had been produced and two years later the total export
earnings at Longbridge products had reached over £30 million for that
year.
In 1952, Austin merged with the Nuffield
Organisation and Longbridge became the headquarters of the new British Motor
Corporation (BMC). Agreement was reached with Donald Healey to produce the
Austin Healey 100 sports car at Longbridge.
1953 marked the second millionth Longbridge
car produced. Two years on, the company celebrated 50 years at Longbridge and
Leonard Lord lay the foundation stone for the new sales block and exhibition
hall.
Leonard planned the 1950’s to be an
exciting decade at Longbridge and indeed it was. The A series engine increased
in size from 803 cc to 948 cc for the new A35 and Minor 1000 models. Following
this, the modern motor car, the Mini, was launched on August 26, 1959. As BMC
had been formed by the merger of the Austin and Morris companies, the Mini was
originally launched in two versions – the Austin Se7en and the Morris
Mini-Minor. The Mini was the most prolific Longbridge product, with over five
million being produced.
In 1966, the British Motor Corporation and
Jaguar merged to form British Motor Holdings (BMH). The following year,
Leyland Motor Corporation increased its car business by acquiring the Rover
company.
In 1968, a grand alliance of Britain’s
motor industry was created when the BMC merged with Leyland Motor Corporation to
become the British Leyland Motor Corporation (BLMC). Within the BLMC hierarchy,
Rover was eventually merged with Triumph and (and for a time Jaguar) as a maker
of upmarket specialist cars.
The P5
model was discontinued in 1973 without a successor – an even larger and more
luxurious P8 prototype remained still-born, reputedly as it was thought to be
too close competition for the Jaguar XJ6. Similarly, the mid-engined P6BS sports
car did not go into production. The next new Rover car was the SD1 of 1976,
which like the P6 before it took Car of the Year title.
Meanwhile, the parent company British Leyland encountered financial
difficulties that led in 1975 to the effective nationalisation of the company. A
programme of drastic restructuring was initiated by Michael Edwardes who became
chairman in 1977. He initiated the link with the Japanese Honda company with
selected Honda cars being built under licence – an example was the first Rover
small car for many years, the first 200 series of 1984 which was also the first
front-wheel drive Rover car. A programme of joint development was then started
for a new executive car, project XX which was introduced as the first Rover 800
in 1986.
Originally laid out to produce the 1980
Metro three-door bodyshell, the modern Longbridge body plant was adapted to
include production of the shells for the Rover 200 and its Honda Ballade sister
model. In 1989, the ‘R8’ style Rover 200 (five and then also three-door) and
Rover 400 (four door), plus Honda Concerto bodyshells brought further
variety.
In 1986, Sir Graham Day was appointed as
chairman of British Leyland (BL). He quickly renamed the company Rover Group and
began a programme of moving the company and its products upmarket, away from
mass-produced cars. In his role, Sir Graham set about completing a privatisation
programme which saw many of British Leyland’s subsidiaries (including Jaguar)
being sold. In 1988, this was finally accomplished with the sale of Rover Group
to British Aerospace.
During the 1980’s, the MG versions of the
Metro, Maestro and the Montego were produced. These models were very successful,
but were progressively phased out as derivative offerings were rationalised.
After six years in the ownership of British
Aerospace, in early 1994, the Rover Group was taken over by the German carmaker,
BMW. Under the new owner, Rover began to fulfil its potential and in 1995 saw
the launch of two important models – first the Rover 400, a medium sized car
available in saloon and five door versions and then the Rover 200, a three or
five door hatchback with a youthful appeal. Both featured versions of the well
established K series engine and also Rover’s newly acclaimed L series diesel
engine.
The 1994/1995 period was unique for the
magnitude and complexity of the work that was to be achieved on three new model
ranges at the Longbridge factory. Three models were grouped together under the
‘Portfolio’ banner – Rover 400 (HHR), Rover 200 (R3) and the new MGF
(PR3) sports car.
The outgoing 200 and 400 (R8) mainstream
models had shared a common platform and manufacturing facilities, whereas the
replacements were entirely distinct ranges covering a much wider span of the
medium car market and required separate bodyshells and final assembly
facilities. In addition, the MGF was a completely new entry to the market
with no predecessor on a Longbridge production line.
In order to achieve the Portfolio
Projects, the new Rover 400 (HHR) bodyshells in five and four door versions had
to be phased in on an updated R8 bodyshell facility, while maintaining
production of the Rover 200. By the time the new models were in production,
virtually half of all the existing machinery in the 70,000 sq. metre building
had been relocated without any loss of regular output.
The Rover 200/400 models plus the Rover 100
and Mini were assembled in CAB 1 while CAB 2 was refurbished for niche model
assembly – including the MGF, continuing specialist derivatives of the
R8, the Coupé, the Cabriolet and Estate.
At the same time, the Total Quality
Programme was implemented. This involved training the entire workforce, more
than 30,000 people, in the philosophies and tools of total quality. The exercise
was crucial in creating an environment for change, setting the widespread use of
quality tools and processes.
An investment of more than £40 million went
into upgrading and adapting the former R8 main line bodyshell production
facilities to produce the new Rover 400 shells in five and four door form. The
400 body framing was 130 metres long and used 120 robots to produce one
body-shell every 60 seconds. Of the total 4,343 spot-welds in a five-door 400
shell, 3,640 were carried out at Longbridge, the rest being incorporated into
bought-in bodywork sub-assemblies.
Rover built an entirely new body framing
line for the Rover 200. Sixty one robots and the latest welding technology were
used to produce the Rover 200’s shell. A sophisticated new weld timing
controlling device on the robots ensured all welds on the car body-shells were
carried out correctly. In addition, all welders were self-monitoring with
external readings of performance quickly able to identify any fall in weld
standards. A five-door Rover 200 body shell incorporated some 3,020 spot-welds
of which 2,677 were carried out at Longbridge.
One of the major supporting projects within
the Portfolio programme was the rebuilding and re-equipping of Longbridge’s
Medium Car Paint Shop. The objective was to give the new Rover 200 series and MGF
world-class standards of corrosion protection and cosmetic finish with minimum
environmental impact. As an additional bonus, the Mini and Rover 100 bodyshells
were also painted in the new facility. The new paint shop covered an area
equivalent to 2.5 football pitches and incorporated 1,350 tonnes of steelwork
and enough concrete to lay a mile of motorway. Its conveyor system was 6.5 miles
in length.
Costing £45 million, the new paint shop
took two years to build and required a particularly intricate and careful plan
of execution. This involved phased demolition and construction activities while
continuing full production and product quality.
Beginning in 1993, the first phase involved
the demolition of the redundant No. 4 paint shop and the building of a new
colour line, paint mix facility and an inspection/rectification area. Then in
August 1994, the old No. 3 colour line was demolished and new pre-treatment and
electrocoat and surfacer liners were installed. By February 1995, the brand new
facility was fully operational.
Another long-term infrastructure development
implemented at Longbridge included the building and commissioning of a brand new
energy centre to replace the steam and power generation capacity of the old
North and West Works boiler-houses.
Using the most advanced modern combined heat
and power (CHP) technology, the new Longbridge energy centre substantially
improved the plant energy efficiency, saving around £1 million a year. This
efficiency gain, along with improved emission control, helped to minimise the
environmental impact of manufacturing. It is estimated that carbon dioxide
emissions from the Boiler Plant have been cut by 70 per cent through a direct
reduction of 200,000 tonnes per year on site, plus 29,000 tonnes indirect
reduction of power station emissions because of reduced mains electricity
consumption. Nitrous oxides have been estimated to have been reduced by 30 per
cent (40 tonnes), Sulphur Dioxide by 99 per cent (500 tonnes) and particulates
also by 99 per cent (60 tonnes).
Focusing on a different kind of efficiency,
a new 200,000 sq. ft production components distribution centre was opened in
mid-1993. Located adjacent to the Longbridge East Works, this centre is now
playing its full role in providing ‘just in time’ supply of components to
Longbridge assembly lines.
Following six years under the ownership of
BMW, on March 16, 2000, BMW announced fundamental ‘reorganisation plans’
that split the company and resulted in the sale of the key constituent
parts of the group.
Once the BMW Group announced plans to split
the company, it concluded that Mini would stay within the BMW Group and be
produced at Oxford, rather than at Longbridge as originally planned. Production
of the ‘Classic Mini’ came to an end on October 4, 2000, after three final
versions were produced – the Se7en, the Cooper and the Cooper Sport.
Following the creation of MG Rover Group
Ltd, immediate steps had to be taken to protect the continuity of the Rover 75
supply during the changeover period. Transfer and re-commissioning of the
extensive and complex bodyshell production equipment from Oxford to Longbridge
took place as the company moved to one manufacturing site.
Although there was no contingency plan for
building an executive car at Longbridge, there was the possibility of running
the Rover 45 and 25 together on the one system to free up the introduction of
the Rover 75.
The transfer of the Rover 75 became a major
engineering, logistics and associate training exercise.
Manufacturing engineers developed detailed
plans to support the introduction of the Rover 75 on a dedicated system at
Longbridge. Key Rover 75 unique process equipment had to be transferred from
Oxford to the Longbridge plant, including glazing, DC tooling, automated
stick-on door seals and on-line hand held jigs and fixtures.
The Rover 45 moved to the Medium Car Paint
Shop and work started on the preparation of the Large Car Paint Shop for the
arrival of the Rover 75. In anticipation of the Rover 75 relocation, the Large
Car Paint Shop received a revamp including a new wax injection booth,
re-pitching of conveyors, innovative electromagnet arrangement, a material
conditioning area, machine programming and a new overhead conveyor slinging
system.
Extensive construction work also took place
within CAB 1 to facilitate the mixed build of Rover 25 and 45 onto system
one.Although some aspects of the body construction and process equipment were
new, many of the basic principles were familiar. The framing formed the backbone
of the lay-out for the new Rover 75.
In establishing the Rover 75 trim and
assembly at Longbridge, several changes were made to the build process to suit
the new location and meet the new requirements of MG Rover in terms of cost
control and efficiency. Longbridge employees wanted to develop the philosophy
they had established when working with Honda, ‘Right First Time’, a more
efficient and lower cost route that developed better quality.
Over 400 employees underwent a nine-week
training programme and a ‘pilot production’ facility in the Longbridge
Methods Build Department was used for intensive five-day ‘hands-on’ training
modules. The training programme included a full strip-down and re-build of a
Rover 75 to ensure each associate was familiar with the advanced components,
processes and tools used to build the cars. The new production lines
featured the ‘Andon’ system, which allowed associates to stop the operation
in order to resolve a problem before it developed. This system created the
discipline for effective problem resolution.
Due to the commitment and planning carried
out by the MG Rover Group team at Longbridge, the transfer of the £400 million
technology facility from BMW Oxford to Longbridge was completed on time, within
budget and to exact quality standards.
The new company, MG Rover Group Limited,
predominantly situated at Longbridge, is now an independent, medium sized,
British company that produces cars under the Rover and MG brands. The company
started life with a debt free balance sheet and a strong revenue stream, which
included car sales, parts, accessories and vehicle financing.
At present, the facility at Longbridge is
currently producing the Rover 25, 45 and 75 models plus MGF, the top
selling UK roadster. In 2001, the plant will additionally build the Rover 75
Tourer model and a range of three new MG Sports saloons. In total the
plant will, from mid-year 2001, produce eight different models.
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